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Patented Jan. 27, 1931 UNETEE ETA'TES masts earner easier.

NORMAN C. RENDLEMAN, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNQR- TO JONES It LAUGHLIN STEEL OGRPGBATIOET, TION OF PENNSYLVANIA OF PITTSBURGH, PENNSSYLVANIA, A CGRPQRA- RUNNING RAIL Application filed Gctober 5, 1-928. Serial No. 310,561. i

This invention relates to running rails and provides a rail of improved design which minimizes the danger of breakage in service.

One of the principal causes of rail breakage today is the development of so-called transverse fissures in the head of the rail adjacent its inner face. Calculations show that with a rail of the ordinary type the metal in the lower inside corner of the rail head is, even under ordinary running conditions, stressed dangerously near or to above its elastic limits. These fissures may develop to considerable size before their presence is detected, and they are a potential cause for accidents.

In the ordinary running rail the Working face of the rail head is slightly curved, the center of curvature lying in the median vertical plane of the rail. The contour of the wheel faces is such that the wheel load is applied adjacent the inner vertical face of therail head. In other words, the rail is eccentrically loaded and the loads cannot follow a straight line in their transmission to the rail base.

I provide a rail having a curved working face, the center of curvature being eccentric to the median vertical plane of the rail. I am thus able to so form the rail head that the curvature of its working face approximates the contour of the wheel faces. This eliminates the eccentric loading on straight runs of track, and thereby eliminates the principal cause of lateral fissures.

1 preferably employ a non-syn'imetrical rail head, the inner half thereof being relatively narrower and deeper than the outer half thereof. On curves and under abnormal conditions the wheel loading may be concentrated on the head adjacent the inner face thereof, and the above described construction is therefore of value. While the head is non-symmetrical, it is preferably so proportioned that the center of gravity lies in he median vertical plane of the rail. This eliminates warping and twisting of the rail on the hot bed during the process of manufacture.

In the accompanying drawings illustrating .by'thecenter line C. L. T he head is non-symmetrical, the inner half 5 being relatively deep and narrow'and the outer half 6 being relatively wide and shallow; The head is so proportioned that its center of gravity lies in the median verticalplane so as to eliminate twisting or warping during cooling.

The working face 7 of-the head corresponds to a part of the circumference of a circle whose center lies to one side of the center line C. L. In Figure 1 there is shown a line L, which includes the center of curvature of the head. Theline L is inclined to the center line C. L. in the ratio of 1 20. A radius of twelve inches has been employed.

The car wheels are coned and the dotted line V in Figure 1 represents what may be termed the composite wheel contour. in other words, if the contours of a large number of wheels were superimposed they would approximate the line 1V. As will be seen from Figure 1, the curvature of the working face of the rail approximates this composite wheel contour.

In straight runs of track the wheel load is applied to the rail sufficiently close to the cent 'al median plane that it is transmitted in a straight line to the base. However, on curves the wheel load may be applied closer to the inner vertical face of the rail, and a non-symmetri *al head, such as shown in Fig ure 1, is therefore desirable. By reason of the increased depth of the head on the inner side, the stresses in the rail, due to eccentric loading, are materially reduced.

Figure 2 shows a standard rail modified in accordance with my invention, parts corresponding to Figure 1 having been given the same reference character with a prime sufiixed thereto. In this form of the invention the head is symmetrical, except insofar as this symmetrical shape is necessarily departed from by reason of the eccentric curvature of the Working face 7.

I have illustrated and described a preferred embodiment of the invention. It will be understood, however, that it is not limited to the fornrshown, but may be otherwise enibodied within the scope of the following claims.

I claim 1. A running rail, comprising a base, a Web,

and a head, the head having a working face 7 which in cross section IS a curve ELPPI'OXlmating the composite wheel curvature, the center of curvature being eccentric to the central vertical plane'of the rail.

2. it running rail comprising a base, a web and a head, the head having substantially perpeudicularly extending sides and having a. working face which in cross section a curve, the center of curvature being eccentric to the central vertical plane of the rail, and the curve approximating the composite wheel cuiwature. V v

3. A straigl'it running rail of uniform cross section comprising a base, a Web and a head of greater width than the web, the head having a working surface which in cross section is a curve, the center of curvature being eccentric to the central vertical plane'of the rail, the rail head extending further toward the base on that side of the rail opposite the side of the central vertical plane atwhich the center of curvature lies than on the side at which said center of curvature lies.

In testimony whereof I have hereunto set my hand. V

NORA IAN O. RENDLEMAN. 

